Traction control device

ABSTRACT

A traction control device includes: rotation speed detectors provided to wheels; a control-start determiner that determines whether or not to control a braking mechanism and a differential adjusting mechanism based on rotation speeds; a braking mechanism controller that controls the braking mechanism based on a result of the determination of the control-start determiner; and a differential adjusting mechanism controller that controls the differential adjusting mechanism based on the result of the determination of the control-start determiner, in which the control-start determiner includes: a right-left-wheel rotation speed difference calculating section; a front-rear-wheel rotation speed difference calculating section; and a control-start determining section that determines whether or not to start controlling at least one of the braking mechanism and the differential adjusting mechanism when one of rotation speed differences reaches or exceeds a predetermined threshold.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims priority to Application No. PCT/JP2009/071581filed on Dec. 25, 2009, which application claims priority to JapaneseApplication No. 2008-334066 filed on Dec. 26, 2008, Japanese ApplicationNo. 2008-334067 filed on Dec. 26, 2008 and Japanese Application No.2008-334068 filed on Dec. 26, 2008. The entire contents of the aboveapplications are incorporated herein by reference in their entireties.

TECHNICAL FIELD

The present invention relates to a control device for controlling adriving force of a travelling vehicle. In particular, the presentinvention relates to a traction control device of a construction machinecapable of controlling a braking mechanism provided to each wheel and adifferential adjusting mechanism adjusting a differential between frontand rear wheels.

BACKGROUND ART

Construction machines are frequently used by its nature in a place whoseroad surface is in a bad condition as compared with general vehicles.Some types of construction machines employ four-wheel drive or six-wheeldrive. However, on a soft ground such as a mine or a construction site,since positional differences between the wheels lead to differentfriction coefficients between the wheels and the road surface, even theabove types of construction machines suffer from the slip of part of thedriving wheels, so that a driving torque cannot be transmitted to theother driving wheels. In such a case, most of engine output is used todrive the slipping driving wheel or wheels, so that a sufficient amountof the driving force cannot be transmitted to the road surface, therebyreducing acceleration.

When the driving torque to each wheel is excessively large for thefriction force between the road surface and the wheel, the side force ofthe wheel is reduced by an amount corresponding to the excess of thedriving force upon the occurrence of slip. In view of the above, it isrequired to control the driving torque to each wheel in accordance witha road surface condition so as to change the amount of the driving forcetransmitted to the road surface from the wheel to be appropriate to theroad surface.

As devices for controlling the driving force to the wheels of the abovetypes of construction machines, there have been known a traction control(hereinafter referred to as TCS) device capable of adjusting a braketorque to each wheel (see, for instance, Patent Literature 1) and adifferential-lock control device capable of locking a differential in adifferential mechanism between right and left driving wheels or betweenfront and rear wheels (see, for instance, Patent Literature 2).

Patent Literature 1 teaches an articulated construction machineincluding separate front and rear vehicle body frames, in whichcalculations are made for each wheel to obtain a velocity component in asteady state and a velocity component resulting from a change in atemporal articulated state, the former component being obtained byadding the orbital speed of the vehicle calculated from an articulateangle to the average speed of each vehicle (turning outer wheel) or bysubtracting the orbital speed from the average speed (turning innerwheel), the velocity component being calculated from a change amount ofthe articulate angle. A target speed appropriate to the position of eachwheel is calculated by adding the velocity component in the steady stateto the velocity component resulting from the change in the temporaryarticulated state. When a difference between the target speed and theactual speed of the wheel exceeds a predetermined value, brake isapplied to the wheel.

Patent Literature 2 teaches a construction machine including aninter-axle differential as a differential device capable of distributingengine output to the front and rear wheels, in which a sign of slip ofthe front wheels are detected based on the rotation speed of atransmission output shaft, the rotation speed of a front output shaft ofthe inter-axle differential, and the rotation speed of a rear outputshaft of the inter-axle differential. When the sign is detected, adifferential-lock amount of the inter-axle differential is controlled.

CITATION LIST Patent Literature

Patent Literature 1: JP-A-2004-175347

Patent Literature 2: JP-A-2001-277896

SUMMARY OF THE INVENTION Problems to be Solved by the Invention

In Patent Literature 1, while the target speed of each wheel iscalculated in consideration of the articulate angle and the changeamount in the articulate angle, the target speed is based on the averagespeed of each wheel. Thus, for instance, when a plurality of wheels slipwhile the articulate angle is constant, the average speed of each wheelis increased to cause an increase in the target speeds of all thewheels, which prevents TCS control from being smoothly started. As aresult, the engine output is consumed for driving the slipping wheels,thereby reducing acceleration. In addition, when the start of the TCScontrol is delayed, course traceability during the turning of thevehicle is reduced.

In Patent Literature 2, the inter-axle differential control only servesto directly connect the front and rear wheels. For instance, when theright and left wheels of both front and rear wheels simultaneously slip,there is no way to suppress the slip. Thus, also in such a case, asufficient acceleration may not be ensured.

An object of the invention is to provide a traction control devicecapable of appropriately distributing a driving force to each wheel inaccordance with the slip conditions of driving wheels and capable ofensuring sufficient acceleration and course traceability during theturning of a vehicle.

Means for Solving the Problems

According to an aspect of the invention, a traction control device of aconstruction machine including a braking mechanism provided to each ofwheels and a differential adjusting mechanism for adjusting adifferential between front and rear wheels, the traction control devicecontrolling the braking mechanism and the differential adjustingmechanism, the traction control device including: a rotation speeddetector that detects the rotation speed of each of the wheels; acontrol-start determiner that determines whether or not to control thebraking mechanism and the differential adjusting mechanism based on thedetected rotation speed of each of the wheels; a braking mechanismcontroller that controls the braking mechanism based on a result of thedetermination of the control-start determiner; and a differentialadjusting mechanism controller that controls the differential adjustingmechanism based on the result of the determination of the control-startdeterminer, in which the control-start determiner includes: aright-left-wheel rotation speed difference calculating section thatcalculates a rotation speed difference between right and left wheels; afront-rear-wheel rotation speed difference calculating section thatcalculates a rotation speed difference between the front and rearwheels; and a control-start determining section that determines whetheror not to start controlling at least one of the braking mechanism andthe differential adjusting mechanism when at least one of the rotationspeed differences between the right and left wheels and between thefront and rear wheels reaches or exceeds a pre-stored predeterminedthreshold.

The “front and rear wheels” mean a front-side wheel and a rear-sidewheel having a relative front-and-rear relationship, and thus, are notlimited to the foremost and rearmost wheels.

The rotation speed difference between the right and left wheels means arotation speed difference between ones of the wheels opposite to eachother in a direction substantially perpendicular to the front-and-reardirection of the construction machine. The rotation speed differencebetween the front and rear wheels means a rotation speed differencebetween ones of the wheels disposed along the front-and-rear directionof the construction machine. In the above aspect, the rotation speeddifference between the right and left wheels and the rotation speedbetween the front and rear wheels are set without consideration of arotation speed difference between ones of the wheels disposed atdiagonal positions relative to the front-and-rear direction of theconstruction machine.

With the above arrangement, when at least one of the rotation speeddifference between the right and left wheels and the rotation speeddifference between the front and rear wheels reaches or exceeds thepre-stored predetermined threshold, the control of at least one of thebraking mechanism and the differential adjusting mechanism is started.Thus, even when a plurality of the wheels slip to cause an increase inthe average speed of each wheel or even when the right and left frontand rear wheels simultaneously slip, the control of the brakingmechanism or the differential adjusting mechanism can be reliablystarted. Irrespective of the slip conditions of the wheels, sufficientacceleration and the course traceability can be ensured.

Further, since the detected rotation speed of each wheel is used todetermine whether or not to control the braking mechanism and thedifferential adjusting mechanism, the necessity to control the brakingmechanism and the differential adjusting mechanism can be integrallyjudged by using a common index. Thus, it is possible to make anadjustment between the control of the braking mechanism and the controlof the differential adjusting mechanism, so that the driving force canbe appropriately distributed to the wheels.

In the traction control device of the above aspect, it is preferablethat the threshold include a front-rear-wheel threshold for the frontand rear wheels and a right-left-wheel threshold for the right and leftwheels, and the control-start determining section determine to startcontrolling the braking mechanism and the differential adjustingmechanism when the rotation speed difference between the right and leftwheels reaches or exceeds the right-left-wheel threshold, and determineto start controlling the differential adjusting mechanism when therotation speed difference between the front and rear wheels reaches orexceeds the front-rear-wheel threshold.

With the above arrangement, it is determined whether or not to startcontrolling one of the braking mechanism and the differential adjustingmechanism or both the braking mechanism and the differential adjustingmechanism depending on which one of the rotation speed differencebetween the right and left wheels and the rotation speed differencebetween the front and rear wheels exceeds the threshold for starting thecontrol. Thus, in accordance with which wheel slips and how much thewheel slips, it is selectively determined: whether or not to perform thebraking control by the braking mechanism, which wheel is to be subjectedto the braking control, and whether or not to control the differentialadjusting mechanism. As a result, an appropriate control can beperformed depending on the slip conditions of the wheels.

In the traction control device of the above aspect, it is preferablethat the control-start determiner further include a right-left-wheelrotation speed ratio calculating section that calculates a rotationspeed ratio between the right and left wheels by using an equation (1)shown below, and the control-start determining section determine tostart controlling the braking mechanism and the differential adjustingmechanism when the rotation speed ratio between the right and leftwheels reaches or exceeds a pre-stored predetermined threshold.

Equation 1ωee=|(ωl−ωr)/(ωl+ωr)|  (1)

ωee: rotation speed ratio

ωl: rotation speed of the left wheel

ωr: rotation speed of the right wheel

With the above arrangement, when the rotation speed ratio between theright and left wheels reaches or exceeds the predetermined threshold, itis determined to start controlling the braking mechanism and thedifferential adjusting mechanism. Since the rotation speed differencebetween the right and left wheels is changed in accordance with turningradius and vehicle speed, in some travelling conditions, it may bedifficult to set an appropriate timing for starting the control by usingonly the rotation speed difference between the right and left wheels. Incontrast, the above aspect of the invention uses the rotation speedratio between the right and left wheels that changes by a relativelysmall amount depending on a travelling condition as compared with therotation speed difference between the right and left wheels. Thus, evenunder a travelling condition where it is difficult to make adetermination based on the rotation speed difference of the right wheel,it is possible to appropriately determine whether or not to start thecontrol. The TCS control can be started at an appropriate timingdepending on a travelling condition, thereby preventing the TCS frombeing prematurely started or preventing delay in the start of thecontrol.

In the traction control device of the above aspect, it is preferablethat the control-start determining section determine to startcontrolling at least one of the braking mechanism and the differentialadjusting mechanism in accordance with a lockup condition of atransmission.

With the above arrangement, whether or not to start controlling at leastone of the braking mechanism and the differential adjusting mechanism isdetermined in accordance with the lockup condition of the transmission.Since the output torque of the engine is significantly amplified by atorque converter particularly when the vehicle starts moving, theoccurrence frequency and the amount of the slip of the driving wheelsare significantly different before and after the lockup. Thus, thecontrol-start conditions for the braking mechanism and the differentialadjusting mechanism are changed in accordance with the lockup condition,thereby allowing more appropriate switching of adjustment between thecontrol of the braking mechanism and the control of the differentialadjusting mechanism.

In the traction control device of the above aspect, it is preferablethat the construction machine be an articulated construction machinehaving separate front and rear vehicle body frames, and thepredetermined right-left-wheel threshold be changed in accordance withan articulate angle between the front and rear vehicle body frames.

With the above arrangement, the threshold for starting the control ofthe braking mechanism and the threshold for starting the control of thedifferential adjusting mechanism are changed in accordance with thearticulate angle between the front and rear vehicle body frames. Thus,when the rotation speed difference between the right and left wheels orthe rotation speed ratio between the right and left wheels is increaseddue to a speed difference between inner and outer wheels caused duringthe turning of the vehicle, the threshold for starting the control israised in accordance with the increased amount. As a result, the TCS isnot started in response to the speed difference between the inner andouter wheels, so that an unnecessary premature start of the TCS can beprevented.

It is preferable that the traction control device of the above aspectfurther include a vehicle speed acquirer that acquires the vehicle speedof the construction machine, in which the braking mechanism controllerfurther includes: a slip ratio calculating section that calculates theslip ratio of any one of the wheels based on the rotation speed of thewheel detected by the rotation speed detector and the vehicle speedacquired by the vehicle speed acquirer; and a braking mechanismcontrolling section that controls the braking mechanism so that thecalculated slip ratio becomes a preset target slip ratio.

With the above arrangement, the braking mechanism is controlled so thatthe slip ratio of each wheel becomes the target slip ratio set for eachwheel, thereby adjusting the driving force from the engine for eachwheel. Since the friction force between each wheel and the road surfaceis changed in accordance with the slip ratio of the tire, it is possibleto appropriately transmit the driving force of the wheel to the roadsurface by monitoring the slip and changing the braking force. Thus, theacceleration can be effectively improved.

In the traction control device of the above aspect, it is preferablethat the construction machine be an articulated construction machinehaving separate front and rear vehicle body frames, and the target slipratio be changed in accordance with the articulate angle between thefront and rear vehicle body frames.

With the above arrangement, the target slip ratio is changed inaccordance with the articulate angle between the front and rear vehiclebody frames. Even when the slip ratio of the outer wheel is apparentlyincreased due to the speed difference between the inner and outer wheelsduring the turning of the vehicle, the target slip ratio of this wheelis increased as well. This results in prevention of an excessiveincrease in the braking force to the outer wheel during the turning ofthe vehicle. Thus, a reduction in the acceleration due to excessivebraking can be prevented.

In the traction control device of the above aspect, it is preferablethat the braking mechanism controller calculate a control amount appliedto the braking mechanism based on a sliding mode control law.

With the above arrangement, the control amount applied to the brakingmechanism is calculated based on the sliding mode control law, so thatrobustness and target-tracking ability during the braking control can beimproved. Thus, there can be provided a traction control device capableof not only suppression of the influence of disturbance but also ahighly accurate and stable control.

In the traction control device of the above aspect, it is preferablethat the differential adjusting mechanism controller continuecontrolling the differential adjusting mechanism while a predeterminedtime after the control of the braking mechanism is terminated, andterminate the control of the differential adjusting mechanism afterelapse of the predetermined time.

With the above arrangement, the differential adjusting mechanismcontroller continues the control of the differential adjusting mechanismeven after the termination of the control of the braking mechanism andterminates the control of the differential adjusting mechanism after theelapse of the predetermined time from the termination of the control ofthe braking mechanism.

If the control of the braking mechanism and the control of thedifferential adjusting mechanism are simultaneously terminated, adifferential restraining force between the wheels suddenly disappears.Thus, the wheel having a different friction coefficient relative to theroad surface from those of the other wheels may happen to badly slipimmediately after the control of the braking mechanism is terminated.The occurrence of such a phenomenon leads to a rapid reduction in theacceleration and annoys an operator.

With the above arrangement, since the control of the differentialadjusting mechanism is continued for the predetermined time after thetermination of the control of the braking mechanism, another occurrenceof slip upon the termination of the control of the braking mechanism canbe suppressed. Thus, a reduction in the acceleration can be suppressedand the operator can be prevented from being annoyed.

In the traction control device, it is preferable that a solenoidproportional control valve be provided to each of the wheels, thesolenoid proportional control valve being controlled by the brakingmechanism controller, the solenoid proportional control valve adjustinga braking force to the wheel.

With the above arrangement, each wheel is provided with the respectivesolenoid proportional control valve that is controlled by the brakingmechanism controller and is configured to adjust the braking force tothe wheel, so that the braking force to each wheel can be continuouslyand separately controlled. Thus, the traction control can be smoothlyand efficiently performed without annoying the operator.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a schematic view showing the structure of a constructionmachine according to an exemplary embodiment of the invention.

FIG. 2 is a hydraulic circuit diagram of the construction machineaccording to the exemplary embodiment.

FIG. 3 is a functional block diagram of a TCS controller according tothe exemplary embodiment.

FIG. 4 is a functional block diagram showing a part of the structure ofFIG. 3 in detail.

FIG. 5 shows a relationship between a control deviation of TCS controlaccording to the exemplary embodiment and a control gain of sliding modecontrol.

FIG. 6 is a flowchart for illustrating the operation of the TCScontroller according to the exemplary embodiment.

FIG. 7 is a flowchart for illustrating the operation of the TCScontroller according to the exemplary embodiment.

FIG. 8 is a flowchart for illustrating the operation of the TCScontroller according to the exemplary embodiment.

FIG. 9 illustrates the operation of the TCS controller according to theexemplary embodiment.

FIG. 10 is a flowchart for illustrating the operation of the TCScontroller according to the exemplary embodiment.

FIG. 11 illustrates the operation of a braking mechanism controlleraccording to the exemplary embodiment.

FIG. 12 is a flowchart for illustrating the operation of a differentialadjusting mechanism controller according to the exemplary embodiment.

DESCRIPTION OF THE EXEMPLARY EMBODIMENT(S)

Exemplary embodiment(s) of the invention will be described below withreference to the attached drawings.

1. Structure of Dump Truck 1

FIG. 1 shows a dump truck 1 according to an exemplary embodiment of theinvention. The dump truck 1 is an articulated truck that includesseparate front and rear vehicle body frames. A vehicle body of the dumptruck 1 includes an engine 1A, a transmission 1B, differentialmechanisms 1C to 1F and a differential adjusting mechanism 1CA. Theoutput of the engine 1A is controlled by an engine controller 2 and istransmitted to the transmission 1B. The transmission 1B includes atorque converter and a lockup mechanism (not shown). A transmissioncontroller 3 performs speed change control and lockup control on thetransmission 1B.

A rotary driving force transmitted from the engine 1A to thetransmission 1B rotates all wheels 4 via the differential mechanisms 1Cto 1F and is transmitted to the road surface.

In this exemplary embodiment, the differential mechanism 1C is providedwith the differential adjusting mechanism 1CA, so that the differentialof the differential mechanism 1C can be restrained by the differentialadjusting mechanism 1CA. Further, the differential mechanisms 1D, 1E and1F are configured to accept only the differentials of the right and leftwheels. Thus, the differential mechanism 1E is in a so-called directconnection in which only the differentials of the right and left wheelsare acceptable but not the differentials of the front and rear wheels.

The wheels 4 in the vehicle body are provided with front brakes 41 andcenter brakes 42. The front brakes 41 and the center brakes 42 arehydraulically connected to a brake hydraulic circuit 5 and a TCS controlhydraulic circuit 6. A braking mechanism of the invention includes thefront brakes 41, the center brakes 42, the brake hydraulic circuit 5 andthe TCS control hydraulic circuit 6.

The wheels 4 are respectively provided with rotation speed sensors(i.e., rotation speed detectors) 43FL, 43FR, 43CL and 43CR (which aredescribed later in detail) for detecting the rotation speeds of thewheels 4. A rotation speed signal detected by each of the rotation speedsensors 43FL, 43FR, 43CL and 43CR and an articulate angle (bendingangle) between the front and rear vehicle body frames detected by anarticulate angle sensor 7A are output to a TCS controller 7 as electricsignals. A TCS system switch 7B for cancelling TCS control iselectrically connected to the TCS controller 7.

The TCS controller 7 performs TCS control including TCS brake controlfor controlling the brake torques of the front brakes 41 and the centerbrakes 42 via the hydraulic circuits 5 and 6 and inter-axle differentialcontrol for adjusting the differential restraining force of thedifferential adjusting mechanism 1CA. The TCS controller 7 alsofunctions as a controller for retarder control. The TCS controller 7performs the retarder control in accordance with an operation signalfrom a retarder control lever 7C used for setting a retarder speed.

2. Structure of Brake Hydraulic Circuit 5

FIG. 2 shows the brake hydraulic circuit 5 of the dump truck 1. In thisexemplary embodiment, the front brakes 41 and the center brakes 42include multi-disc brakes 411 and 421 and slack adjusters 412 and 422,respectively. The slack adjusters 412 and 422 are devices capable ofautomatically adjusting gaps resulting from abrasion of rotatableportions of the front brakes 41 and the center brakes 42. The slackadjusters 412 and 422 are hydraulically connected to the brake hydrauliccircuit 5 and the TCS control hydraulic circuit 6.

All the front brakes 41 and the center brakes 42 are hydraulicallycontrolled, so that when pressure oil is discharged from the brakehydraulic circuit 5, the discharged pressure oil is supplied to relatedportions of the front brakes 41 and the center brakes 42 via the TCScontrol hydraulic circuit 6, thereby hydraulically driving the relatedportions.

The brake hydraulic circuit 5 includes a hydraulic supply system 51, afoot brake valve 52 and a parking brake valve 53.

The hydraulic supply system 51 includes a plurality of hydraulicaccumulators 511, 512 and 513 as hydraulic sources, a hydraulic pump 514and a reservoir 515. Pressure oil is supplied from the hydraulicaccumulators 511, 512 and 513 to the front brakes 41 and the centerbrakes 42 via the TCS control hydraulic circuit 6, thereby braking thewheels 4.

Each of the hydraulic accumulators 511, 512 and 513 receives thepressure oil in the reservoir 515, the pressure of which is boosted withthe assistance of the hydraulic pump 514 driven by the engine 1A(driving source), to accumulate a predetermined pressure. When thepredetermined pressure is obtained, an unload device 516 disposedbetween the hydraulic pump 514 and the hydraulic accumulator 513 unloadsthe pressure oil from the hydraulic pump 514.

The foot brake valve 52 includes a front brake valve 521 and a centerbrake valve 522. When a brake pedal 523 is operated, the front brakevalve 521 and the center brake valve 522 respectively supply thepressure oil of the hydraulic accumulators 511 and 512 to the frontbrakes 41 and the center brakes 42 for braking.

Specifically, when the brake pedal 523 is operated, the position of thespool of the front brake valve 521 is shifted and the pressure oil ofthe hydraulic accumulator 511 is discharged from the front brake valve521. The pressure oil is supplied to the front brakes 41 via a fronthydraulic circuit 61 in the TCS control hydraulic circuit 6 to effectthe braking of the front brakes 41. The pressure oil discharged from thefront brake valve 521 acts on the right and left front brakes 41 with asubstantially equal pressure via shuttle valves 614 and 615. Thus,braking with an equal braking force is performed on the left and rightsides.

Simultaneously, the position of the spool of the center brake valve 522is shifted, so that the pressure oil of the hydraulic accumulator 512 isdischarged from the center brake valve 522. The pressure oil is suppliedto the center brake 42 via a center hydraulic circuit 62 to effect thebraking of the center brakes 42. The pressure oil discharged from thecenter brake valve 522 acts on the right and left center brakes 42 witha substantially equal pressure via shuttle valves 624 and 625, so thatbraking with an equal braking force is performed on the left and rightsides, in the same manner as the braking on the front wheels.

The parking brake valve 53 is a valve for controlling a parking brake54. The parking brake valve 53 includes a solenoid 531 and a spring 532.When a parking switch disposed in an operation room (not shown) isswitched to a parking position, and thus, the position of the parkingbrake valve 53 is shifted with the assistance of the solenoid 531, theparking brake valve 53 directs pressure oil in a cylinder chamber 541 ofthe parking brake 54 back to the reservoir 515 of the hydraulic supplysystem 51, thereby reducing a parking brake pressure to zero. As aresult, when the vehicle is parked, braking is maintained by the springforce of the parking brake 54.

When the vehicle travels, the parking switch (not shown) is switched toa travel position, and thus, the position of the parking brake valve 53is shifted. As a result, the pressure oil of the hydraulic accumulator513 is supplied to the cylinder chamber 541 of the parking brake 54 toincrease the parking brake pressure. Thus, when the vehicle travels, thevehicle is released from the brake applied by the parking brake 54 to bemovable. As briefly shown in FIG. 2, the parking brake 54 is provided inparallel with the front brakes 41 or the center brakes 42, or isprovided to a brake attached to a drive shaft that transmits a drivingforce.

3. Structure of TCS Control Hydraulic Circuit 6

As shown in FIG. 2, the TCS control hydraulic circuit 6 is disposed inthe middle of a hydraulic circuit extending from the brake hydrauliccircuit 5 to the front brakes 41 and the center brakes 42. The TCScontrol hydraulic circuit 6 includes the front hydraulic circuit 61 andthe center hydraulic circuit 62.

The front hydraulic circuit 61 is a hydraulic circuit configured toperform the TCS brake control on the front brakes 41. The fronthydraulic circuit 61 includes a front TCS switching valve 611, twosolenoid proportional control valves 612 and 613, the two shuttle valves614 and 615 and pressure sensors 616 and 617.

The front TCS switching valve 611 is capable of switching whether or notto perform the TCS brake control on the front brakes 41 in response toan electric signal output from the TCS controller 7 to a solenoid 611Aof the switching valve 611.

The solenoid proportional control valves 612 and 613 are respectivelydisposed on pipe lines branched in the middle of a pipe line having anend connected to the output side of the front TCS switching valve 611.The solenoid proportional control valves 612 and 613 are control valvesconfigured to control the brake pressure of the front brakes 41 duringthe TCS brake control. The solenoid proportional control valve 612 is avalve configured to control pressure oil supply to the left one of thefront brakes 41. The solenoid proportional control valve 613 is a valveconfigured to control pressure oil supply to the right one of the frontbrakes 41.

The opening degrees of the solenoid proportional control valves 612 and613 are respectively adjusted by the solenoids 612A and 613A. Afterbeing depressurized and discharged, the hydraulic oil is partly directedback to the reservoir 515 of the above hydraulic supply system 51.

The shuttle valves 614 and 615 are disposed on the output sides of thesolenoid proportional control valves 612 and 613, respectively. Theshuttle valves 614 and 615 have, on one sides thereof, inputs beingconnected to outputs from the solenoid proportional control valve 612and 613, and, on the other sides thereof, inputs being connected to eachother via a pipe that communicates the inputs of the shuttle valves 614and 615 to each other. In the middle of this pipe, an output pipe forthe front brake valve 521 is connected.

The pressure sensors 616 and 617 are respectively disposed in themiddles of pipes extending between the shuttle valves 614 and 615 andthe solenoid proportional control valves 612 and 613. The pressuresensors 616 and 617 are configured to detect the brake pressure of thefront brakes 41 and to output the detected signals to the TCS controller7 as electric signals.

The center hydraulic circuit 62 is a hydraulic circuit configured toperform the TCS brake control on the center brakes 42. The centerhydraulic circuit 62 includes a center TCS switching valve 621, twosolenoid proportional control valves 622 and 623, the two shuttle valves624 and 625, and pressure sensors 626 and 627 in the same manner as thefront hydraulic circuit 61. The pressure sensors 616 and 617 may berespectively disposed in the middles of pipes extending between theshuttle valves 614 and 615 and the front brakes 41, and the pressuresensors 626 and 627 may be respectively disposed in the middles of pipesextending between the shuttle valves 624 and 625 and the center brakes42.

The center TCS switching valve 621 is provided with a solenoid 621A. Thecenter TCS switching valve 621 switches whether or not to perform TCS onthe center brakes 42.

Likewise, the solenoid proportional control valves 622 and 623 arerespectively provided with solenoids 622A and 623A. The opening degreeof each of the solenoid proportional control valves 622 and 623 isadjusted in accordance with an electric signal output from the TCScontroller 7.

The TCS control hydraulic circuit 6 enables a TCS function through theshifting of the positions of the valves of the above front hydrauliccircuit 61 and center hydraulic circuit 62.

When the spool of the front TCS switching valve 611 is set at an upperposition and the spool of the center TCS switching valve 621 is set atan upper position in FIG. 2, the TCS function is disabled.

In contrast, when the spool of the front TCS switching valve 611 is setat a lower position and the spool of the center TCS switching valve 621is set at a lower position in FIG. 2, the TCS function is enabled.

In this case, in the front hydraulic circuit 61, the pressure oildischarged from the front TCS switching valve 611 is supplied to thesolenoid proportional control valves 612 and 613. The opening degrees ofthe solenoid proportional control valves 612 and 613 are adjusted inaccordance with an electric signal from the TCS controller 7. Thepressure oil discharged from the solenoid proportional control valves612 and 613 is supplied to the front brakes 41 via the shuttle valves614 and 615.

In the center hydraulic circuit 62, the pressure oil discharged from thecenter TCS switching valve 621 is supplied to the solenoid proportionalcontrol valves 622 and 623. The pressure oil discharged from thesolenoid proportional control valves 622 and 623 is supplied to thecenter brakes 42 via the shuttle valves 624 and 625.

At this time, the TCS controller 7 monitors the rotation speeds of thewheels 4 detected by the rotation speed sensors 43FL, 43FR, 43CL and43CR and outputs electric signals to the solenoids 612A, 613A, 622A and623A in accordance with the slip ratios of the wheels 4 (which will bedescribed later in detail). As a result, the opening degrees of thesolenoid proportional control valves 612, 613, 622 and 623 are adjusted,thereby adjusting the braking forces of the front brakes 41 and centerbrakes 42. In this manner, while adjusting the driving force of each ofthe wheels 4 to an optimum value, the TCS controller 7 performs controlfor ensuring course traceability when the vehicle is turned.

When the brake pedal 523 is operated, on the front side, the pressureoil discharged from the front brake valve 521 is supplied to the frontbrakes 41 via the shuttle valves 614 and 615, so that each of the frontbrakes 41 functions as a normal brake that increases the braking forcethereof in accordance with the pressed amount of the brake pedal 523. Onthe rear side, the pressure oil discharged from the center brake valve522 is supplied to the center brakes 42 via the shuttle valves 624 and625, and each of the center brakes 42 likewise functions as a normalbrake.

The solenoid proportional control valves 612, 613, 622 and 623 are alsoused as control valves for retarder control. The opening degree of eachof the solenoid proportional control valves 612, 613, 622 and 623 isadjusted in accordance with a retarder command signal from the TCScontroller 7.

4. Structure of TCS Controller 7

FIGS. 3 and 4 show the structure of the TCS controller 7 that performsthe above TCS control.

The TCS controller 7 includes a memory 71 as a storage and a processor72.

The memory 71 stores not only a program executable on the processor 72but also a map for TCS sliding mode control and the like, which arereadable upon a request from the processor 72.

The rotation speed sensors 43FL, 43FR, 43CL and 43CR, the articulateangle sensor 7A, the TCS system switch 7B, the retarder control lever 7Cand the pressure sensors 616, 617, 626 and 627 are electricallyconnected to the input side of the processor 72. The rotation speedsensors 43FL, 43FR, 43CL and 43CR are connected to the processor 72 viaan LPF (Low Pass Filter) 73, so that rotation speed signals output fromthe rotation speed sensors 43FL, 43FR, 43CL and 43CR, from which ahigh-frequency component such as disturbance has been eliminated, areinput to the processor 72 as rotation speeds ωfl, ωfr, ωcl and ωcr.

In contrast, the solenoids 611A and 621A of the TCS switching valves 611and 621 and the solenoids 612A, 613A, 622A and 623A of the solenoidproportional control valves 612, 613, 622 and 623 of the TCS controlhydraulic circuit 6 are electrically connected to the output side of theprocessor 72.

The processor 72 is also electrically connected to the engine controller2 and the transmission controller 3 so that information is exchangeabletherebetween. Thus, the processor 72 can acquire various kinds ofinformation required for the TCS control from the engine controller 2and the transmission controller 3, such as an output torque value of theengine from the engine controller 2, and speed stage information andlockup information from the transmission controller 3.

The processor 72 includes a vehicle speed acquirer (vehicle speedestimator) 80, a control-permission determiner 81, a control-startdeterminer 82, a control-termination determiner 83, a braking mechanismcontroller 84, a differential adjusting mechanism controller 85 and aretarder controller 86.

The vehicle speed acquirer 80 is a section for acquiring the vehiclespeed of the construction machine. In this exemplary embodiment, thevehicle speed acquirer 80 estimates a vehicle speed V at a certain timebased on the rotation speeds ωfl, ωfr, ωcl and ωcr of the wheels 4acquired from the rotation speed sensors 43FL, 43FR, 43CL and 43CR.

The control-permission determiner 81 determines whether or not to permitthe TCS control. Specifically, the control-permission determiner 81determines whether or not to permit the TCS control based on an on-offstate of the TCS system switch 7B, an operation condition of the brakepedal 523, the speed stage information of the transmission 1B, a controlcondition of the retarder control, and an operation condition of anaccelerator pedal (not shown).

The control-start determiner 82 is a section for determining whether ornot start conditions for the TCS control have been fulfilled.Specifically, the control-start determiner 82 determines whether or notto start the TCS brake control and the inter-axle differential controlbased on a ratio ωee between the rotation speeds of the right and leftwheels, a difference ωlr between the rotation speeds of the right andleft wheels, and a difference ωfc between the rotation speeds of thefront and rear wheels, which are calculated by the following equations(1) to (3).

Specifically, the control-start determiner 82 includes aright-left-wheel rotation speed ratio calculating section 821, aright-left-wheel rotation speed difference calculating section 822, afront-rear-wheel rotation speed difference calculating section 823, acontrol threshold setting section 824 and a control-start determiningsection 825.

The right-left-wheel rotation speed ratio calculating section 821calculates the ratio ωee between the rotation speeds of the right andleft wheels by using the following equation (1). The right-left-wheelrotation speed difference calculating section 822 calculates thedifference ωlr between the rotation speeds of the right and left wheelsby using the following equation (2). These calculations are performednot only for the front wheels but also for the center wheels. Thefront-rear-wheel rotation speed difference calculating section 823calculates the difference ωfc between the rotation speeds of the frontand rear wheels by using the following equation (3).

Equation 1ωee=|(ωl−ωr)/(ωl+ωr)|  (1)Equation 2ωlr=|(ωl−ωr)|  (2)Equation 3ωfc=|(ωfl+ωfr)/2−(ωcl+ωcr)/2|  (3)

The control threshold setting section 824 modifies a predeterminedthreshold having been stored in the memory 71 based on an articulateangle and a change amount in the articulate angle, thereby setting acontrol-start threshold. Specifically, the control threshold settingsection 824 modifies a predetermined threshold for a right-left-wheelrotation speed ratio and a predetermined threshold for aright-left-wheel rotation speed difference stored in the memory 71 inaccordance with the articulate angle and the change amount in thearticulate angle, thereby setting a control-start threshold for aright-left-wheel rotation speed ratio and a control-start threshold fora right-left-wheel rotation speed difference. The control thresholdsetting section 824 sets a control-start threshold for a front-rearwheel speed difference in accordance with a vehicle speed.

The control-start determining section 825 determines whether or not atleast one of the calculated rotation speed ratio ωee of the right andleft wheels, the calculated rotation speed difference ωlr of the rightand left wheels, and the rotation speed difference ωfc of the front andrear wheels reaches or exceeds the threshold set by the controlthreshold setting section 824. In accordance with the result of thisdetermination, the control-start determining section 825 determineswhether or not to start the TCS brake control and the inter-axledifferential control.

The control-termination determiner 83 is a section for determiningwhether or not to terminate the TCS control. In this exemplaryembodiment, the control-termination determiner 83 determines whether ornot to terminate the TCS brake control on the front wheels, the TCSbrake control on the center wheels, and the inter-axle differentialcontrol with reference to a control deviation S of each of the wheels 4(which will be described later).

The braking mechanism controller 84 is a section for generating andoutputting a control command for the TCS. The braking mechanismcontroller 84 includes an actual slip ratio calculating section 841, atarget slip ratio setting section 842, a control deviation calculatingsection (control deviation calculator) 843, a traction force estimatingsection (traction force estimator) 844 and a braking mechanismcontrolling section 845.

The actual slip ratio calculating section 841 calculates an actual slipratio λ of each of the wheels 4 by using the following equation (4)based on the vehicle speed V acquired by the vehicle speed acquirer 80,a radius r of the wheels 4, and the rotation speeds ωfl, ωfr, ωcl andωcr of the wheels 4.

Equation 4λ=(r·ω−V)/(r·ω)  (4)

The target slip ratio setting section 842 calculates a target slip ratioη for each of the wheels 4 by using the following equation (5). In theequation (5), ηs denotes a reference target slip ratio, which isprovided by a predetermined value having been stored in the memory 71 inthis exemplary embodiment. ηa denotes a modifying target slip ratio,which is added to the reference target slip ratio ηs so as to set atarget slip ratio for an outer wheel when the vehicle is turned. Themodifying target slip ratio is set in accordance with the articulateangle. Thus, when the articulate angle becomes larger, the modifyingtarget slip ratio ηa is also set at a larger value.

Equation 5η=ηs+ηa  (5)

The control deviation calculating section 843 calculates the controldeviation S (i.e., a deviation in a control amount between a targetvalue and an actual value) used for generating a control command. Inthis exemplary embodiment, since the TCS control is performed based onsliding mode control, the control deviation S is calculated by thefollowing equation (6) using the slip ratio λ and the target slip ratioη.

Equation 6S=λ−η  (6)

The traction force estimating section 844 estimates a force transmittedfrom the wheels 4 to the road surface (i.e., traction force) based onthe output torque of the engine sent from the engine controller 2, speedstage information sent from the transmission controller 3, and thespecification data of the dump truck 1 having been stored in the memory71. The traction force estimating section 844 also modifies the tractionforce in accordance with the control deviation S provided from thecontrol deviation calculating section 843 so that the TCS control isstabilized even when an error in the estimation of the traction force islarge.

Specifically, the traction force estimating section 844 includes acontrol condition determining section 844A, a traction force initialvalue setting section 844B and a traction force modifying section 844C.

The control condition determining section 844A determines a controlcondition of the TCS control based on the result of the determination ofthe control-start determiner 82.

The traction force initial value setting section 844B sets an initialvalue of the traction force based on the result of the determination ofthe control condition determining section 844A. In order to set theinitial value, when neither the TCS brake control nor the inter-axledifferential control is performed, the traction force initial valuesetting section 844B acquires an input driving force Fin1 of the wheels4 obtained by the following equation (7). When the TCS brake control isperformed only on the front wheels 4 or the center wheels 4, thetraction force initial value setting section 844B continuously acquiresan input driving force Fin2 obtained by the following equation (8) forthe wheels on which the TCS brake control is not performed. The tractionforce initial value setting section 844B uses the input driving forceFin1 or the input driving force Fin2 to initialize the traction force.

Equation 7Fin1=(Ts/2−J·(dω/dt))/r  (7)Equation 8Fin2=(Fin1·r−J·(dω/dt))/r  (8)

In this exemplary embodiment, J denotes the inertia of the wheels 4, andTs denotes an output torque from the differential mechanism 1D of thefront wheels 4 or the differential mechanism 1E of the center wheels 4.The output torque Ts has been stored in the memory 71.

The calculation is made based on the specification data of the dumptruck 1 such as a reduction ratio of each of the differential mechanisms1C to 1F, the output torque of the engine sent from the enginecontroller 2, and the speed stage information sent from the transmissioncontroller 3.

The traction force modifying section 844C modifies the traction forcebased on the control deviation S of the TCS control. In this exemplaryembodiment, since the TCS control is performed based on sliding modecontrol, the traction force modifying section 844C of this exemplaryembodiment modifies the traction force based on the control deviation Scalculated by the control deviation calculating section 843. For themodification, when the traction force is initialized by the tractionforce initial value setting section 844B, the traction force modifyingsection 844C takes this initial value, and otherwise, takes the tractionforce obtained in the former calculation cycle.

The braking mechanism controlling section 845 generates and outputs acontrol command for the TCS brake control. In this exemplary embodiment,the braking mechanism controller 84 applies a control law of slidingmode control to the vehicle model of the dump truck 1 so as to generateand output a control command to the TCS control hydraulic circuit 6.

Specifically, the braking mechanism controlling section 845 includes atarget brake torque calculating section 845A, a target brake torquedetermining section 845B, a reference wheel determining section 845C, atarget brake torque reducing section 845D and a control commandgenerating section 845E.

The target brake torque calculating section 845A calculates a targetbrake torque to each of the wheels 4 for the TCS brake control inaccordance with the vehicle model of the dump truck 1. The vehicle modelof the dump truck 1 is represented by the following equation (9) usingthe inertial J of the wheels, the rotation speed ω of the wheels, atorque Tin that is output from the differential mechanism 1C (1E) intothe wheels, a traction force F, and a brake torque Tb.

Equation 9J·(dω/dt)=Tin/2−r·F−Tb  (9)

When the equation (6) is transformed to S′ by using the equation (4) andS′ is differentiated, the following equation (10) is derived.

Equation 10dS′/dt=(1−η)·r·(dω/dt)−dV/dt  (10)

In accordance with the control law of sliding mode control, thefollowing equation (11) is derived. In the equation, K denotes a controlgain of sliding mode control, which is set to have properties, forinstance, shown in FIG. 5.

Equation 11dS′/dt=−K·S  (11)

Further, when α=(1−η)·r/J, the following equation (12) is derived fromthe equations (9) to (11).

Equation 12Tb=Tin/2−r·F−(dV/dt)/α+(K/α)·S  (12)

On the assumption of a two-wheel model, the following equation (13) isestablished.

Equation 13Tin=r·(Fr+Fl)+(Tbl+Tbr)+J·((dωl/dt)+(dωr/dt))  (13)

The following equations (14) and (15) are derived from the equations(12) and (13).

Equation 14Tbl=Tin/2−r·Fl−(dV/dt)/α+(K/α)·S  (14)Equation 15Tbr=Tin/2−r·Fr−(dV/dt)/α+(K/α)·S  (15)

As a result, a brake torque is finally obtained by the followingequations (16) and (17). The target brake torque calculating section845A uses the equations (16) and (17) to calculate the target braketorque to each of the wheels 4.

Equation 16Tbl=J·(dωl/dt+dωr/dt)/2+r·(Fr−Fl)/2+(Tbl+Tbr)/2−(dV/dt)/α+(K/α)·S  (16)Equation 17Tbr=J·(dωl/dt+dωr/dt)/2+r·(Fl−Fr)/2+(Tbl+Tbr)/2−(dV/dt)/α+(K/α)·S  (17)

The brake torque Tb is proportional to a brake pressure P, and arelationship represented by the following equation (18) is establishedbetween the brake torque Tb and the brake pressure P (k: brake torqueconversion coefficient).

Equation 18Tb=k·P  (18)

In other words, the brake pressure P is a value univocal to the braketorque Tb, and the brake torque Tb and the brake pressure P are in anequivalence relationship as parameters for adjusting a braking amount.The target brake torque calculating section 845A of this exemplaryembodiment converts the target brake torque to each of the wheels 4 intoa target brake pressure by using the equation (18).

The target brake torque determining section 845B determines whether ornot the target brake torque to each of the wheels 4 reaches or exceeds athreshold having been stored in the memory 71. Specifically, the targetbrake torque determining section 845B determines whether or not thetarget brake torque to both front wheels 4 and the target brake torqueto both center wheels 4 reach or exceed a threshold for the front wheelsand a threshold for the rear wheels, respectively.

Since the brake torque Tb and the brake pressure P are in theequivalence relationship as described above, the target brake torquedetermining section 8458 of this exemplary embodiment uses the targetbrake pressures to perform the determination. For the abovedetermination, respective pressure thresholds of the target brakepressures for the front wheels and the rear wheels and respective braketorque conversion coefficients for the front wheels and the rear wheelshave been stored in the memory 71. Specifically, a threshold of each ofthe target brake torques has been stored separately as a pressurethreshold and a brake torque conversion coefficient, and the pressurethreshold multiplied by the brake torque conversion coefficient is thethreshold of the target brake torque.

The reference wheel determining section 845C determines a referencewheel for the TCS brake control based on the target brake torques of thewheels 4. Since the target brake pressures correspond to the targetbrake torques as described above, the reference wheel determiningsection 845C of this exemplary embodiment uses the target brakepressures to determine the reference wheel.

When the target brake torques of the wheels 4 reach or exceed therespective thresholds, the target brake torque reducing section 845Dreduces the target brake torques of the wheels 4 in accordance with adifference between the target brake torque of the reference wheel andthe threshold thereof. In this exemplary embodiment, the target braketorque reducing section 845D uses the target brake pressures forperforming the above process in the same manner as the target braketorque determining section 845B and the reference wheel determiningsection 845C.

The control command generating section 845E generates respective controlcommands to the solenoid proportional control valves 612, 613, 622 and623 for braking the wheels 4 at the brake pressures P corresponding tothe target brake torques and outputs control signals to the solenoids612A, 613A, 622A and 623A of the solenoid proportional control valves612, 613, 622 and 623. As a result, the opening degrees of the solenoidproportional control valves 612, 613, 622 and 623 are adjusted, therebycontrolling the braking force to each of the wheels 4.

The differential adjusting mechanism controller 85 generates a controlcommand for controlling the differential restraining force of thedifferential mechanism 1C and outputs the generated control command tothe differential adjusting mechanism 1CA. Specifically, when theinter-axle differential control is determined to be performed by thecontrol-start determiner 82, the differential adjusting mechanismcontroller 85 generates a control command for restraining thedifferential of the differential mechanism 1C and outputs the controlcommand to the differential adjusting mechanism 1CA.

The retarder controller 86 performs the retarder control in accordancewith an operation signal from the retarder control lever 7C.Specifically, the retarder controller 86 performs the above generationand output of the control signals to the solenoids 612A, 613A, 622A and623A in accordance with an operation signal from the retarder controllever 7C.

5. Operation and Effects of TCS Controller 7

5-1. Summary of Operation of TCS Controller 7

A summary of the operation of the above TCS controller 7 will bedescribed with reference to a flowchart shown in FIG. 6.

-   (1) The TCS controller 7 acquires input signals such as the rotation    speeds ωfl, ωfr, ωcl and ωcr of the wheels 4 output from the    rotation speed sensors 43FL, 43FR, 43CL and 43CR, the articulate    angle output from the articulate angle sensor 7A, engine torque    information from the engine controller 2, the speed stage    information from the transmission controller 3, and a lockup    operation signal (Step S1).-   (2) The vehicle speed acquirer 80 estimates the vehicle speed V    achieved at a certain time based on the rotation speeds ωfl, ωfr,    ωcl and ωcr of the wheels 4 (Step S2).-   (3) In the braking mechanism controller 84, the actual slip ratio    calculating section 841 calculates the actual slip ratio λ of each    of the wheels 4 based on the vehicle speed V acquired by the vehicle    speed acquirer 80, the radius r of the wheels 4, and the rotation    speeds ωfl, ωfr, ωcl and ωcr of the wheels 4. The target slip ratio    setting section 842 calculates the target slip ratio η for each of    the wheels 4 based on the reference target slip ratio ηs stored in    the memory 71 and the modifying target slip ratio ηa set in    accordance with the articulate angle (Step S3).-   (4) The control deviation calculating section 843 calculates the    control deviation S of each of the wheels 4 from the slip ratio λ    and the target slip ratio η (Step S4).-   (5) The traction force estimating section 844 estimates the traction    forces of the front wheels 4 and the center wheels 4 based on the    engine output torque sent from the engine controller 2, the speed    stage information sent from the transmission controller 3, and the    specification data of the dump truck 1 (Step S5). The traction    forces F may not be necessarily estimated at this stage as long as    it is estimated before Step S10 (which will be described later).-   (6) In order to determine whether or not to permit the TCS control,    the control-permission determiner 81 first refers to the on-off    state of the TCS system switch 7B (Step S6). When the TCS system    switch 7B is in a TCS control cancelling condition, the    control-permission determiner 81 does not permit the TCS control. In    this case, the TCS control is not performed, so that the driving    force transmitted from the engine 1A via the transmission 1B and the    differential mechanisms 1C to 1F is directly transmitted to the    wheels 4.-   (7) In contrast, when the TCS system switch 7B is not in the TCS    control cancelling condition, the control-permission determiner 81    determines whether or not to permit the TCS control based on a    command value of the retarder control, an on-off state of the brake    pedal, the position of the speed stage of the transmission 1B, and    an on-off state of the accelerator pedal (Step S7). Specifically,    the control-permission determiner 81 determines whether or not to    permit the TCS control in accordance with the following Table 1.    When it is determined not to permit the TCS in Step S7, the TCS    control is not performed. Otherwise, the process goes to the next    step.

TABLE 1 TCS control Conditions permission retarder command values tofront wheels and center wheels < thresholds, permitted brake pedal: off,speed stage position: any one of 1 speed to 3 speed in reverse orforward direction, and acceleration pedal: on retarder command values tofront wheels or center wheels ≧ thresholds, not permitted brake pedal:on, speed stage position: neutral or any one of 4 speed to 6 speed inforward direction, or acceleration pedal: off

-   (8) In the control-start determiner 82, the control-start    determining section 825 determines whether or not at least one of    the rotation speed ratio ωee of the right and left wheels, the    rotation speed difference ωlr of the right and left wheels and the    rotation speed difference ωfc of the front and rear wheels (which    are calculated by the right-left-wheel rotation speed ratio    calculating section 821, the right-left-wheel rotation speed    difference calculating section 822 and the front-rear-wheel rotation    speed difference calculating section 823, respectively) exceeds the    threshold thereof calculated by the control threshold setting    section 824. Specifically, the control-start determiner 82    determines whether or not to start the TCS brake control and the    inter-axle differential control in accordance with the following    Table 2 (Step S8).

TABLE 2 TCS Brake Inter-axle Diff. Pattern Conditions Control Control Aright-left-wheel rotation speed ratio ≧ threshold a performed performedB right-left-wheel rotation speed difference ≧ threshold b performedperformed C the opposite one of front wheels (center wheels) is underperformed performed TCS brake control, right-left-wheel slip ratio ≧threshold c, and lockup: not in operation D1 front-rear-wheel rotationspeed difference ≧ threshold d, not performed performed transmissionoutput rotation speed < threshold dm, and lockup: in operation D2front-rear-wheel rotation speed difference ≧ threshold d, performedperformed transmission output rotation speed < threshold dm, and lockup:not in operation E front-rear-wheel rotation speed difference ≧threshold e, and not performed performed transmission output rotationspeed < threshold em

In Table 2, the threshold a of the pattern A and the threshold b of thepattern B are set by modifying the predetermined threshold for theright-left-wheel rotation speed ratio and the predetermined thresholdfor the right-left-wheel rotation speed difference in accordance withthe articulate angle and the change amount in the articulate angle. Inthis manner, the control-start threshold at the time of the turning ofthe vehicle is set high, thereby preventing the TCS control from beingprematurely started due to an inner-outer-wheel speed difference.

The threshold d of the front-rear-wheel rotation speed difference of thepatterns D1 and D2 is set smaller than the threshold e of thefront-rear-wheel speed difference of the pattern E. The threshold dm ofthe transmission output rotation speed of the patterns D1 and D2 is setsmaller than the threshold em of the transmission output rotation speedof the pattern E. Thus, when the vehicle speed is low, the TCS controlcan be started at an earlier timing. This results in an improvedacceleration, which is required particularly in a low-speed area.

When at least one of the rotation speed ratio ωee of the right and leftwheels, the rotation speed difference ωlr of the right and left wheelsand the rotation speed difference ωfc of the front and rear wheelsexceeds the threshold thereof, the control-start determiner 82 startsthe counting of a TCS control starting timer. When the count exceeds apredetermined value, the control-start determiner 82 starts at least oneof the TCS brake control and the inter-axle differential control inaccordance with a pre-stored control pattern table. When the TCS brakecontrol or the inter-axle differential control is required, thecontrol-start determiner 82 sets a related control flag. Otherwise, thecontrol-start determiner 82 resets the related control flag. The frontwheels 4 and the center wheels 4 are provided with respective TCS brakecontrol flags, which are separately set or reset as a front TCS brakecontrol flag or a center TCS brake control flag.

-   (9) The control-termination determiner 83 determines whether or not    to terminate the TCS control with reference to the control deviation    S of each of the wheels 4. Specifically, when the control deviation    S falls below a control-termination threshold, the    control-termination determiner 83 resets the TCS brake control flag    to instruct the braking mechanism controller 84 to terminate the TCS    brake control. The control-termination determiner 83 resets an    inter-axle differential control flag to instruct the differential    adjusting mechanism controller 85 to terminate the inter-axle    differential control (Step S9).-   (10) When the TCS brake control is performed, the braking mechanism    controller 84 generates the control signals based on the target    brake torques calculated by the above equations (16) and (17) and    outputs the generated control signals to the solenoids 612A, 613A,    622A and 623A of the solenoid proportional control valves 612, 613,    622 and 623 (Step S10). As a result, the opening degrees of the    solenoid proportional control valves 612, 613, 622 and 623 are    adjusted, thereby controlling the braking force to each of the    wheels 4.

When the TCS brake control is not performed, the braking mechanismcontroller 84 outputs to the solenoids 612A, 613A, 622A and 623A signalsfor setting a current value at zero. At this time, immediately after theTCS brake control flag is switched from being set to being reset, thebraking mechanism controller 84 outputs to the solenoids 612A, 613A,622A and 623A control commands for gradually reducing the brake torquesprovided by the TCS brake control. Specifically, the braking mechanismcontroller 84 sends a command for gradually reducing the current valueof each of the solenoids 612A, 613A, 622A and 623A from a value at thetime when the TCS brake control flag is reset to zero. This results inprevention of a sudden slip caused immediately after the control isterminated. Thus, the TCS control is not intermittently performed in ashort cycle.

-   (11) The differential adjusting mechanism controller 85 performs the    inter-axle differential control based on the determination results    of the control-start determiner 82 and the control-termination    determiner 83 (Step S11). Specifically, when the inter-axle    differential control flag is set, the differential adjusting    mechanism controller 85 generates a control command for maximizing    the differential restraining force of the differential mechanism 1C    (command amount 100%) and outputs the control command to the    differential adjusting mechanism 1CA. When the inter-axle    differential control flag is not set, the differential adjusting    mechanism controller 85 generates a control command for setting the    differential restraining force of the differential mechanism 1C at    zero (command amount 0%) and outputs the control command to the    differential adjusting mechanism 1CA.    5-2. Detailed Description of Operation of Traction Force Estimating    Section 844

A detailed description will be made below on the operation of thetraction force estimating section 844 of the TCS controller 7 withreference to FIGS. 7 to 9.

In FIG. 7, the traction force estimating section 844 first determineswhether or not the accelerator pedal is on (Step S71).

When the accelerator pedal is on, the control condition determiningsection 844A determines the control condition of the TCS brake control.Specifically, the control condition determining section 844A determines:whether or not the front TCS brake control flag is set, whether or notthe center TCS brake control flag is set, and whether or not thecounting of the TCS control starting timer has been started (Step S72).

In Step S72, when none of the TCS brake control flags of the frontwheels 4 and the center wheels 4 is set and it is determined that thecounting of the TCS control starting timer has not been started, thecontrol condition determining section 844A further determines whether ornot the inter-axle differential control flag is set (Step S73). When theinter-axle differential control flag is not set, the traction forceinitial value setting section 844B acquires the input driving force Fin1of the front wheels 4 and the center wheels 4 by using the equation (7)(Step S74).

In contrast, when the TCS brake control flag of the front wheels 4 orthe center wheels 4 is set or when it is determined that the counting ofthe TCS control starting timer has been started, the traction forceestimating section 844 sets an initial value of the traction force F ofthe front wheels 4 (Step S75) and sets an initial value of the tractionforce F of the center wheels 4 (Step S76).

With reference to FIG. 8, a detailed description will be made on thesetting of the initial values of the traction force F of the frontwheels 4 and the center wheels 4.

In order to set the initial value of the traction force F of the frontwheels 4, the control condition determining section 844A firstdetermines whether or not the front TCS brake control flag is set (StepS751).

When it is determined that the front TCS brake control flag is not setin Step S751, the traction force initial value setting section 844Bacquires the input driving force Fin2 of the front wheels 4 by using theequation (8) (Step S752).

In contrast, when it is determined that the front TCS brake control flagis set in Step S751, the control condition determining section 844Afurther determines whether or not the TCS brake control on the frontwheels 4 has been switched on (Step S753). When it is determined thatthe TCS brake control on the front wheels 4 has been switched on, thetraction force initial value setting section 844B initializes thetraction force F of the controlled wheels 4. For the initialization,when the input driving force Fin2 of the wheels 4 is calculated, thetraction force initial value setting section 844B uses the input drivingforce Fin2, and otherwise, uses the input driving force Fin1 (StepS754).

The initial value of the traction force F of the center wheels 4 is setin the same manner as that of the front wheels 4 as shown in S761 toS764 in FIG. 8, the description of which is omitted herein.

Referring back to FIG. 7, after the setting of the initial values of thetraction force F of the front wheels 4 and the center wheels 4, thetraction force modifying section 844C modifies the traction force F ofthe front wheels 4 and the traction force F of the center wheels 4 inaccordance with the amount of the control deviation S (Step S77).

Specifically, as shown in FIG. 9, when the control deviation S is withina range from a predetermined value D1 to a predetermined value U1 (therange includes zero), the traction force modifying section 844C does notmodify the traction force F but keeps the present value thereof.

When the control deviation S is within a range from the predeterminedvalue D1 to a predetermined value D2 (the range extends above D1), thetraction force modifying section 844C reduces the traction force F by apredetermined value Kd in each calculation cycle. When the controldeviation S is within a range from the predetermined value U1 to apredetermined value U2 (the range extends below U1), the traction forcemodifying section 844C increases the traction force F by thepredetermined value Kd in each calculation cycle. As a result, thetraction force F is gradually modified so that the absolute value of thecontrol deviation S is getting smaller (i.e., the TCS control is gettingconverged).

When the control deviation S exceeds the predetermined value D2, thetraction force modifying section 844C multiplies the traction force F bya coefficient Gd every elapse of a predetermined interval time longerthan the calculation cycle. When the control deviation S falls below thepredetermined value U2, the traction force modifying section 844Cmultiplies the traction force F by a coefficient Gu every elapse of theinterval time. As a result, the traction force F is rapidly modified ascompared with an instance where the absolute value of the controldeviation S is the predetermined value D2 or less or is thepredetermined value U2 or less.

In this exemplary embodiment, since the reference target slip ratio ηsis set at 35%, the control deviation S of zero corresponds to the slipratio of 35%. When the actual slip ratio λ exceeds 45%, the drivingforce transmittable to the road surface and the side force of the wheelsstart decreasing. When the slip ratio λ exceeds 55%, both driving forceand side force significantly decrease to cause a reduction in theacceleration and course traceability. In contrast, when the slip ratio λfalls below 25%, the driving force transmittable to the road surfacestarts decreasing. When the slip ratio λ falls below 15%, the drivingforce significantly decreases, so that the resultant driving forcebecomes insufficient for the friction coefficient of the road surface,which causes failure in acceleration. When the value of the slip ratio λis within the above range even under the TCS control, an error in theestimation of the traction force F may be large. In this exemplaryembodiment, in view of the above, the U2, U1, D1 and D2 are set atvalues corresponding to 15%, 25%, 45% and 55% in terms of the slipratio, respectively, and the modification speed of the traction force ischanged in accordance with the value of the control deviation S, therebysmoothly and promptly eliminating the error in the estimation of thetraction force.

5-3. Detailed Description of Operation of Braking Mechanism Controller84.

With reference to a flowchart shown in FIG. 10 and FIG. 11, a detaileddescription will be made below on the TCS brake control, in particular,the operations of the target brake torque calculating section 845A,target brake torque determining section 845B, reference wheeldetermining section 845C, target brake torque reducing section 845D andcontrol command generating section 845E of the braking mechanismcontroller 84.

In FIG. 10, first of all, the target brake torque calculating section845A calculates the target brake torque to each of the wheels 4 by usingthe above equations (16) and (17) (Step S20). The target brake torquecalculating section 845A also converts the target brake torque to eachof the wheels 4 into a target brake pressure by using the equation (18).

Next, the target brake torque determining section 845B determineswhether or not the target brake torque to each of the wheels 4 reachesor exceeds the threshold. The brake torque and the brake pressure P arein the equivalence relationship as parameters for adjusting the brakingamount as described above. In view of the above, in this exemplaryembodiment, the target brake torque determining section 845B determineswhether or not the target brake pressures to both front wheels 4 reachor exceed the pressure threshold for the front wheels and whether or notthe target brake pressures to both center wheels 4 reach or exceed thepressure threshold for the center wheels (Step S21).

When the target brake torques to both front wheels 4 and both centerwheels 4 reach or exceed the respective thresholds, the reference wheeldetermining section 845C determines the reference wheel. In thisexemplary embodiment, the reference wheel determining section 845Cselects one of the wheels 4 having the smallest target brake pressure asthe reference wheel (Step S22).

For instance, in FIG. 11 showing the target brake pressures to one ofthe front wheels 4 and one of the center wheels 4, the reference wheeldetermining section 845C finds a target brake pressure Pf to the frontwheel 4 is smaller than a target brake pressure Pc to the center wheel 4and selects the front wheel 4 as the reference wheel. Although theselection of the reference wheel and a reduction in the target braketorque (which is described later) are actually performed with referenceto the target brake pressures Pf and Pc to all the driving wheels 4,FIG. 11 only shows the case of the front wheel 4 having the smallesttarget brake pressure and the case of one of the center wheels 4 forsimplification.

Referring back to FIG. 10, the target brake torque reducing section 845Dreduces the target brake torque to each of the wheels 4 in accordancewith a difference between the target brake torque to the reference wheeland the threshold thereof (Step S23).

As shown in FIG. 11, the target brake torque reducing section 845D ofthis exemplary embodiment calculates a differential pressure ΔPf betweenthe target brake pressure Pf of the front wheel 4 (the reference wheel)and a pressure threshold Pth thereof. The target brake torque reducingsection 845D converts the differential pressure ΔPf into a brake torqueby using the equation (18) and calculates a value corresponding to adifference between the target brake torque to the reference wheel andthe threshold thereof. Since there is a difference in the gain of thebrake torque relative to the brake pressure between the front and rearwheels 4, the differential pressure ΔPf is converted into a brake torqueby using a torque-cut gain as a parameter for adjusting such adifference. Specifically, the target brake torque reducing section 845Dmultiplies the differential pressure ΔPf by a value of the torque-cutgain stored in the memory 71 to convert the differential pressure ΔPfinto a torque reduction amount ΔTf and subtracts the torque reductionamount ΔTf from the target brake torque to the reference wheel. Thetarget brake torque reducing section 845D also subtracts the same torquereduction amount ΔTf for the reference wheel from the target braketorque to the other front wheel 4, which is not the reference wheel.

The target brake torque reducing section 845D also subtracts the torquereduction amount ΔTf for the reference wheel from the target braketorque to each of the center wheels 4 in the same manner as the frontwheel. Specifically, as shown in FIG. 11, the target brake torque toeach of the center wheels 4 is reduced by the brake pressure ΔPcobtained by dividing the torque reduction amount ΔTf by the brake torqueconversion coefficient k for the center wheels.

In contrast, when one of the center wheels 4 is selected as thereference wheel (illustration of this case is omitted), a differentialpressure between the brake pressure Pc to the center wheel 4 selected asthe reference wheel and the threshold thereof is converted into a braketorque, and the torque reduction amount ΔTc obtained by multiplying theconverted brake torque by the value of the torque-cut gain is subtractedfrom the target brake torque to each of the wheels 4 in the same manneras in the above case where one of the front wheels 4 is the referencewheel.

Referring back to FIG. 10, in Step S21, when the target brake pressureto any one of the wheels 4 falls below the threshold thereof, the targetbrake torque calculated by the target brake torque calculating section845A is directly sent to the control command generating section 845Ewithout being reduced.

The control command generating section 845E generates and outputs thecontrol commands to the solenoid proportional control valves 612, 613,622 and 623 based on the target brake torques to the wheels 4 (StepS24). As a result, the opening degrees of the solenoid proportionalcontrol valves 612, 613, 622 and 623 are adjusted, thereby controllingthe braking force to each of the wheels 4. When the TCS brake control isnot performed, the control command generating section 845E outputs tothe solenoids 612A, 613A, 622A and 623A signals for setting a currentvalue at zero.

5-4. Detailed Description of Operation of Differential AdjustingMechanism Controller 85

With reference to a flowchart shown in FIG. 12, a further detaileddescription will be made below on the operation of the differentialadjusting mechanism controller 85.

First of all, the differential adjusting mechanism controller 85 findswhether or not to perform the inter-axle differential control (StepS30). Specifically, the differential adjusting mechanism controller 85finds that the inter-axle differential control is required when theinter-axle differential control flag is on or when the TCS brake controlcommand for any one of the wheels is not zero, and otherwise, finds thatthe inter-axle differential control is not required. When finding theinter-axle differential control is required, the differential adjustingmechanism controller 85 generates a control command for maximizing thedifferential restraining force of the differential mechanism 1C (commandamount 100%) and outputs the control command to the differentialadjusting mechanism 1CA (Step S31). The differential adjusting mechanismcontroller 85 resets an inter-axle differential control terminatingcounter (Step S32).

In contrast, when finding that the inter-axle differential control isnot required, the differential adjusting mechanism controller 85 startsthe counting of the inter-axle differential control terminating counter(Step S33) and then determines whether or not the counter has counted apredetermined elapsed time (Step S34). When determining that the counterhas not counted the predetermined elapsed time, the differentialadjusting mechanism controller 85 outputs the control command formaximizing the differential restraining force of the differentialmechanism 1C (command value 100%) to the differential adjustingmechanism 1CA (Step S31). Otherwise, the differential adjustingmechanism controller 85 outputs the control command for setting thedifferential restraining force at zero (control command 0%) (Step S35).

At this stage, when the inter-axle differential control is terminated atthe same time as the termination of the TCS brake control, thedifferential restraining force between the wheels 4 suddenly disappears,which may cause a large slip of the wheel having a different frictioncoefficient relative to the road surface from those of the other wheels.In this case, the TCS control is restarted to stop the slip of thiswheel and then terminated. However, such slip may be caused again andagain. The occurrence of such a phenomenon causes a rapid reduction inthe acceleration and annoys an operator. In view of the above, evenafter the TCS brake control is terminated, the inter-axle differentialcontrol is continued for a predetermined time, thereby preventing theoccurrence of such a phenomenon.

With the above traction control device, the control-start determiner 82determines whether or not to perform the TCS control while monitoringthe rotation speed ratio wee of the right and left wheels, the rotationspeed difference ωlr of the right and left wheels, and the rotationspeed difference ωfc of the front and rear wheels, so that it ispossible to selectively determine: whether or not to perform the TCSbrake control, which one of the wheels is to be subjected to the TCSbrake control, and whether or not to perform the inter-axle differentialcontrol, in accordance with the slip conditions of the wheels. As aresult, the driving force can be appropriately distributed to the wheels4 in accordance with the conditions, so that the output of the engine 1Acan be efficiently transmitted to the road surface without being wasteddue to the slip of the wheels 4.

The control-start threshold and the target slip ratio (control targetvalue) are separately calculated, so that a timing for starting thecontrol can be changed without affecting the control command valueduring the TCS control. As a result, it is possible to increase thebraking amount to enhance the acceleration while preventing the TCS frombeing prematurely started.

Further, with the above traction control device, when the target braketorque to each of the wheels 4 reaches or exceeds the pre-storedthreshold thereof, the target brake torque is reduced. As a result, thebrake torque of the TCS control acting on each of the wheels 4 isreduced, thereby preventing a reduction in the driving force resultingfrom excessive application of brake. Thus, a reduction in theacceleration during the travelling of the vehicle can be prevented.

The traction control device reduces the target brake torques to thewheels 4 by the same amount. In this case, the balance of the drivingtorque between the wheels 4 is not changed before and after thereduction in the target brake torques, so that the driving torque to oneof the wheels 4 does not become outstandingly large or small. Thus, itis possible to prevent a reduction in the acceleration while ensuringthe travelling stability and the course traceability.

Further, with the above traction control device, the brake torque of theTCS control is set in consideration of the traction force Fcorresponding to the friction force between each wheel and the roadsurface, so that the driving torque of each wheel is adjusted to anappropriate value for the road surface condition. The traction force Fis modified based on the control deviation S of each wheel, so that evenwhen the restraining torque acts on the differential adjusting mechanismto restrain the differential between the wheels or even when thefriction force of each of the wheels 4 is changed due to a change in theroad surface condition, the traction force F is maintained at anappropriate value. Thus, irrespective of the type of driving system andthe road surface condition, it is possible to ensure sufficientacceleration and course traceability during the turning of the vehicle.

In the traction control device, the control condition determiningsection 844A for determining the control condition of the TCS controldetermines whether or not the counting of the TCS control starting timerhas been started while determining whether or not the TCS brake controlflags are set. In this exemplary embodiment, the TCS control startingtimer starts counting when a relationship of rotation speed between thewheels 4 fulfills the TCS-start conditions, and the TCS brake controlflag is set when the count of the TCS control starting timer exceeds thepredetermined value. In other words, the TCS control starting timerstarts counting upon occurrence of slip, and the TCS brake control flagis set after the elapse of a certain period of filter time after theoccurrence of the slip. Since whether or not the counting of the TCScontrol starting timer has been started is also included in theconditions for determination, the time of the occurrence of the slip canbe accurately found. Thus, the traction force F can be initialized witha more accurate value obtained at the time of the occurrence of theslip, so that the accuracy of estimation of the traction force F can beenhanced.

Note that the scope of the invention is not limited to the aboveexemplary embodiment, but modifications or improvements are alsoincluded in the scope of the invention as long as an object of theinvention can be achieved.

For instance, in the above exemplary embodiment, the target braketorques to the wheels 4 are converted into the target brake pressures,and the target brake pressures are used for determining whether or notthe target brake torques reach or exceed the thresholds thereof, forselecting the reference wheel, and for reducing the target braketorques, but the invention is not limited thereto. Instead of that, forinstance, the target brake torques may be directly used to perform theseprocesses.

Specifically, the respective torque thresholds for the front wheels andthe center wheels may be pre-stored in the memory 71 so as to determinewhether or not the target brake torque to each of the wheel 4 reaches orexceeds the torque threshold thereof.

The reference wheel determining section 845C may select the wheel 4having the smallest target brake torque as the reference wheel.

When the target brake torques to the wheels 4 reach or exceed thethresholds thereof, the target brake torque reducing section 845D mayreduce the target brake torques to the wheels 4 in accordance with adifference between the target brake torque to the reference wheel andthe threshold thereof.

In the above exemplary embodiment, the target brake pressures are usedto determine whether or not the target brake torques reach or exceed thethresholds thereof, to select the reference wheel, and to reduce thetarget brake torques, but the invention is not limited thereto. Insteadof that, for instance, measured brake pressures to the wheels 4 detectedby the pressure sensors 616, 617, 626 and 627 may be used to performthese processes.

In the above exemplary embodiment, the different torque-cut gainsbetween the front wheels 4 and the center wheels 4 are pre-stored, andthe torque-cut gain for the front wheels is applied to the front wheels4 while the torque-cut gain for the rear wheels is applied to the rearwheels 4, but the invention is not limited thereto. Instead of that, forinstance, the same torque-cut gain for all the wheels may be pre-storedand is applied in common to the front wheels 4 and the center wheels 4for calculating the reduction amount of the target brake torques.Alternatively, different torque-cut gains may be applied to the rightand left front wheels, to the right and left rear wheels, or to thewheels 4.

In the above exemplary embodiment, the TCS brake control is performed onthe front wheels 4 and center wheels 4 of the six driving wheels of thedump truck 1, but the invention is not limited thereto. Specifically,the control may be performed on relatively front and rear ones of thewheels 4, such as the front wheels 4 and the rear wheels 4 of the dumptruck 1, or the front wheels 4, the center wheels 4 and the rear wheels4 of the dump truck 1.

In the above exemplary embodiment, the rotation speeds of the wheels tobe controlled (i.e., the front wheels 4 and the center wheels 4) aredetected, but the invention is not limited thereto. Instead of that, therotation speeds of all the wheels 4 may be detected. As a result, sincethe rotation speeds of a larger number of wheels 4 are detected, whenthe vehicle speed V is estimated, the accuracy of the vehicle speed Vcan be improved. For estimating the vehicle speed V, an accelerationsensor may be provided in addition to the rotation speed sensors 43FL,43FR, 43CL and 43CR so as to estimate the vehicle speed V based onrotation speed values obtained from the rotation speed sensors 43FL,43FR, 43CL and 43CR and an acceleration value obtained from theacceleration sensor.

In the above exemplary embodiment, the vehicle speed is estimated basedon the rotation speeds ωfl, ωfr, ωcl and ωcr of the wheels 4, but theinvention is not limited thereto. Instead of that, for instance, thevehicle speed V may be acquired from a ground speed sensor or may becalculated by using GPS information.

Although the TCS brake control and the inter-axle differential controlare performed as the TCS control in the above exemplary embodiment, onlythe TCS brake control may be performed. Further, in addition to the TCSbrake control, an engine output control may also be performed. In thiscase, when the original engine output is too high for the road surfacecondition, the slip amounts of the wheels 4 can be reduced by reducingthe engine output. Thus, it is possible to reduce the brake load duringthe TCS brake control while smoothly performing the control.

In the above exemplary embodiment, the traction force modifying section844C modifies the traction force F in accordance with the amount of thecontrol deviation S by using the value of the former calculation cycle,but the invention is not limited thereto. Instead of that, for instance,the traction force initial value setting section 844B acquires the inputdriving forces Fin1 and Fin2, which are obtained by the equations (7)and (8), every calculation cycle, so that the traction force modifyingsection 844C may always modify the traction force F in accordance withthe control deviation S by using the acquired input driving force Fin1or input driving force Fin2. For an example of such modification of thetraction force F, the following equations (19) and (20) are used (G1 andG2 are coefficients).

Equation 19F=Fin1+G1·S  (19)Equation 20F=Fin2+G2·S  (20)

In the above exemplary embodiment, in order to estimate the tractionforce F, the control condition determining section 844A of the tractionforce estimating section 844 determines the control condition of the TCScontrol depending on whether or not the front TCS brake control flag andthe center TCS brake control flag are set and whether or not thecounting of the TCS control starting timer has been started, but theinvention is not limited thereto. In the above exemplary embodiment, thebrake torque provided by the TCS brake control is gradually reducedimmediately after the TCS brake control flag is switched from being setto being reset. In such a case, for instance, the control conditiondetermining section 844A may determine the control condition inconsideration of the brake torque reduced condition at the time of thetermination of the control in addition to the TCS brake control flag andthe TCS control starting timer. As a result, it is possible to eliminatethe influence of the brake torque that is continuously applied evenafter the termination of the TCS control is determined, so that thetraction force F can be more accurately estimated.

In the above exemplary embodiment, the differential adjusting mechanismcontroller 85 controls the differential restraining force between thefront and rear wheels via the differential adjusting mechanism 1CAduring the TCS control, but the invention is not limited thereto.Instead of that, for instance, differential adjusting mechanisms mayprovided to the differential mechanisms 1D and 1E between the right andleft wheels to allow the differential adjusting mechanism controller 85to control the differential restraining force between the right and leftwheels. Even in such a case, the above effects of the invention may alsobe attained.

In the above exemplary embodiment, the differential restraining force ofthe differential mechanism 1C is maximized (command amount 100%) or setat zero (command amount 0%) in accordance with the determination resultof the control-start determiner 82 during the inter-axle differentialcontrol, but the invention is not limited thereto. Instead of that, forinstance, the differential restraining force may be linearly changed inaccordance with the control deviation S.

In the above exemplary embodiment, the invention is applied to thearticulated dump truck 1, but the invention is not limited thereto. Forinstance, the invention may be applied to a wheel-steering dump truck orany other construction machine. In the case of the wheel-steeringmachine, while the control-start threshold and the target slip ratiocannot be set in consideration of an articulate angle, aninner-outer-wheel speed difference is generally small as compared withan articulated machine. In view of the above, a slightly-highcontrol-start threshold is pre-stored, thereby absorbing an influence onthe timing for starting the TCS control.

The invention claimed is:
 1. A traction control device of a constructionmachine comprising a braking mechanism provided to each of wheels and adifferential adjusting mechanism for adjusting a differential betweenfront and rear wheels, the traction control device controlling thebraking mechanism and the differential adjusting mechanism, the tractioncontrol device comprising: a rotation speed detector that detects arotation speed of each of the wheels; a control-start determiner thatdetermines whether or not to control the braking mechanism and thedifferential adjusting mechanism based on the detected rotation speed ofeach of the wheels; a braking mechanism controller that controls thebraking mechanism based on a result of the determination of thecontrol-start determiner; and a differential adjusting mechanismcontroller that controls the differential adjusting mechanism based onthe result of the determination of the control-start determiner, whereinthe control-start determiner comprises: a right-left-wheel rotationspeed difference calculating section that calculates a rotation speeddifference between right and left wheels; a front-rear-wheel rotationspeed difference calculating section that calculates a rotation speeddifference between the front and rear wheels; and a control-startdetermining section that determines whether or not to start controllingthe braking mechanism and the differential adjusting mechanism when atleast one of the rotation speed differences between the right and leftwheels and between the front and rear wheels reaches or exceeds apre-stored predetermined threshold, wherein the control-startdetermining section determines to start controlling the brakingmechanism and the differential adjusting mechanism when the rotationspeed difference between the right and left wheels reaches or exceedsthe right-left-wheel threshold, and determines to start controlling thedifferential adjusting mechanism when the rotation speed differencebetween the front and rear wheels reaches or exceeds thefront-rear-wheel threshold.
 2. The traction control device according toclaim 1, wherein the control-start determiner further includes aright-left-wheel rotation speed ratio calculating section thatcalculates a rotation speed ratio between the right and left wheels byusing an equation (1) shown below, and the control-start determiningsection determines to start controlling the braking mechanism and thedifferential adjusting mechanism when the rotation speed ratio betweenthe right and left wheels reaches or exceeds a pre-stored predeterminedthreshold, wherein the equation (1) is:ωee=|(ωl−ωr)/(ωl+ωr)| where ωee is the rotation speed ratio, ωl is arotation speed of the left wheel, and ωr is a rotation speed of theright wheel.
 3. The traction control device according to claim 1,wherein the construction machine is an articulated construction machinehaving separate front and rear vehicle body frames, and thepredetermined right-left-wheel threshold is changed in accordance withan articulate angle between the front and rear vehicle body frames. 4.The traction control device according to claim 1, further comprising avehicle speed acquirer that acquires a vehicle speed of the constructionmachine, wherein the braking mechanism controller further includes: aslip ratio calculating section that calculates a slip ratio of any oneof the wheels based on the rotation speed of the wheel detected by therotation speed detector and the vehicle speed acquired by the vehiclespeed acquirer; and a braking mechanism controlling section thatcontrols the braking mechanism so that the calculated slip ratio becomesa preset target slip ratio.
 5. The traction control device according toclaim 4, wherein the construction machine is an articulated constructionmachine having separate front and rear vehicle body frames, and thetarget slip ratio is changed in accordance with the articulate anglebetween the front and rear vehicle body frames.
 6. The traction controldevice according to claim 1, wherein the braking mechanism controllercalculates a control amount applied to the braking mechanism based on asliding mode control law.
 7. The traction control device according toclaim 1, wherein the differential adjusting mechanism controllercontinues controlling the differential adjusting mechanism while apredetermined time after the control of the braking mechanism isterminated, and terminates the control of the differential adjustingmechanism after elapse of the predetermined time.
 8. The tractioncontrol device according to claim 1, wherein a solenoid proportionalcontrol valve is provided to each of the wheels, the solenoidproportional control valve being controlled by the braking mechanismcontroller, the solenoid proportional control valve adjusting a brakingforce to the wheel.
 9. The traction control device according to claim 2,wherein the construction machine is an articulated construction machinehaving separate front and rear vehicle body frames, and thepredetermined right-left-wheel threshold is changed in accordance withan articulate angle between the front and rear vehicle body frames. 10.The traction control device according to claim 2, further comprising avehicle speed acquirer that acquires a vehicle speed of the constructionmachine, wherein the braking mechanism controller further includes: aslip ratio calculating section that calculates a slip ratio of any oneof the wheels based on the rotation speed of the wheel detected by therotation speed detector and the vehicle speed acquired by the vehiclespeed acquirer; and a braking mechanism controlling section thatcontrols the braking mechanism so that the calculated slip ratio becomesa preset target slip ratio.
 11. The traction control device according toclaim 3, further comprising a vehicle speed acquirer that acquires avehicle speed of the construction machine, wherein the braking mechanismcontroller further includes: a slip ratio calculating section thatcalculates a slip ratio of any one of the wheels based on the rotationspeed of the wheel detected by the rotation speed detector and thevehicle speed acquired by the vehicle speed acquirer; and a brakingmechanism controlling section that controls the braking mechanism sothat the calculated slip ratio becomes a preset target slip ratio. 12.The traction control device according to claim 2, wherein the brakingmechanism controller calculates a control amount applied to the brakingmechanism based on a sliding mode control law.
 13. The traction controldevice according to claim 3, wherein the braking mechanism controllercalculates a control amount applied to the braking mechanism based on asliding mode control law.
 14. The traction control device according toclaim 4, wherein the braking mechanism controller calculates a controlamount applied to the braking mechanism based on a sliding mode controllaw.
 15. The traction control device according to claim 5, wherein thebraking mechanism controller calculates a control amount applied to thebraking mechanism based on a sliding mode control law.
 16. The tractioncontrol device according to claim 2, wherein the differential adjustingmechanism controller continues controlling the differential adjustingmechanism while a predetermined time after the control of the brakingmechanism is terminated, and terminates the control of the differentialadjusting mechanism after elapse of the predetermined time.
 17. Thetraction control device according to claim 3, wherein the differentialadjusting mechanism controller continues controlling the differentialadjusting mechanism while a predetermined time after the control of thebraking mechanism is terminated, and terminates the control of thedifferential adjusting mechanism after elapse of the predetermined time.18. The traction control device according to claim 4, wherein thedifferential adjusting mechanism controller continues controlling thedifferential adjusting mechanism while a predetermined time after thecontrol of the braking mechanism is terminated, and terminates thecontrol of the differential adjusting mechanism after elapse of thepredetermined time.
 19. The traction control device according to claim5, wherein the differential adjusting mechanism controller continuescontrolling the differential adjusting mechanism while a predeterminedtime after the control of the braking mechanism is terminated, andterminates the control of the differential adjusting mechanism afterelapse of the predetermined time.
 20. The traction control deviceaccording to claim 6, wherein the differential adjusting mechanismcontroller continues controlling the differential adjusting mechanismwhile a predetermined time after the control of the braking mechanism isterminated, and terminates the control of the differential adjustingmechanism after elapse of the predetermined time.
 21. The tractioncontrol device according to claim 2, wherein a solenoid proportionalcontrol valve is provided to each of the wheels, the solenoidproportional control valve being controlled by the braking mechanismcontroller, the solenoid proportional control valve adjusting a brakingforce to the wheel.
 22. The traction control device according to claim3, wherein a solenoid proportional control valve is provided to each ofthe wheels, the solenoid proportional control valve being controlled bythe braking mechanism controller, the solenoid proportional controlvalve adjusting a braking force to the wheel.
 23. The traction controldevice according to claim 4, wherein a solenoid proportional controlvalve is provided to each of the wheels, the solenoid proportionalcontrol valve being controlled by the braking mechanism controller, thesolenoid proportional control valve adjusting a braking force to thewheel.
 24. The traction control device according to claim 5, wherein asolenoid proportional control valve is provided to each of the wheels,the solenoid proportional control valve being controlled by the brakingmechanism controller, the solenoid proportional control valve adjustinga braking force to the wheel.
 25. The traction control device accordingto claim 6, wherein a solenoid proportional control valve is provided toeach of the wheels, the solenoid proportional control valve beingcontrolled by the braking mechanism controller, the solenoidproportional control valve adjusting a braking force to the wheel. 26.The traction control device according to claim 7, wherein a solenoidproportional control valve is provided to each of the wheels, thesolenoid proportional control valve being controlled by the brakingmechanism controller, the solenoid proportional control valve adjustinga braking force to the wheel.
 27. A traction control device of aconstruction machine comprising a braking mechanism provided to each ofwheels and a differential adjusting mechanism for adjusting adifferential between front and rear wheels, the traction control devicecontrolling the braking mechanism and the differential adjustingmechanism, the traction control device comprising: a rotation speeddetector that detects a rotation speed of each of the wheels; acontrol-start determiner that determines whether or not to control thebraking mechanism and the differential adjusting mechanism based on thedetected rotation speed of each of the wheels; a braking mechanismcontroller that controls the braking mechanism based on a result of thedetermination of the control-start determiner; and a differentialadjusting mechanism controller that controls the differential adjustingmechanism based on the result of the determination of the control-startdeterminer, wherein the control-start determiner comprises: aright-left-wheel rotation speed difference calculating section thatcalculates a rotation speed difference between right and left wheels; afront-rear-wheel rotation speed difference calculating section thatcalculates a rotation speed difference between the front and rearwheels; and a control-start determining section that determines whetheror not to start controlling the braking mechanism and the differentialadjusting mechanism when at least one of the rotation speed differencesbetween the right and left wheels and between the front and rear wheelsreaches or exceeds a pre-stored predetermined threshold, wherein thecontrol-start determining section is configured to make a determinationbetween starting control of the braking mechanism and the differentialadjusting mechanism based on the presence or absence of a lockupcondition of a transmission and not starting control of the brakingmechanism and the differential adjusting mechanism based on the presenceor absence of the lockup condition of the transmission.
 28. The tractioncontrol device according to claim 27, wherein the control-startdeterminer further includes a right-left-wheel rotation speed ratiocalculating section that calculates a rotation speed ratio between theright and left wheels by using an equation (1) shown below, and thecontrol-start determining section determines to start controlling thebraking mechanism and the differential adjusting mechanism when therotation speed ratio between the right and left wheels reaches orexceeds a pre-stored predetermined threshold, wherein the equation (1)is:ωee=|(ωl−ωr)/(ωl+ωr)| where ωee is the rotation speed ratio, ωl is arotation speed of the left wheel, and ωr is a rotation speed of theright wheel.
 29. The traction control device according to claim 27,wherein the construction machine is an articulated construction machinehaving separate front and rear vehicle body frames, and thepredetermined right-left-wheel threshold is changed in accordance withan articulate angle between the front and rear vehicle body frames. 30.The traction control device according to claim 27, further comprising avehicle speed acquirer that acquires a vehicle speed of the constructionmachine, wherein the braking mechanism controller further includes: aslip ratio calculating section that calculates a slip ratio of any oneof the wheels based on the rotation speed of the wheel detected by therotation speed detector and the vehicle speed acquired by the vehiclespeed acquirer; and a braking mechanism controlling section thatcontrols the braking mechanism so that the calculated slip ratio becomesa preset target slip ratio.
 31. The traction control device according toclaim 27, wherein the braking mechanism controller calculates a controlamount applied to the braking mechanism based on a sliding mode controllaw.
 32. The traction control device according to claim 27, wherein thedifferential adjusting mechanism controller continues controlling thedifferential adjusting mechanism while a predetermined time after thecontrol of the braking mechanism is terminated, and terminates thecontrol of the differential adjusting mechanism after elapse of thepredetermined time.
 33. The traction control device according to claim27, wherein a solenoid proportional control valve is provided to each ofthe wheels, the solenoid proportional control valve being controlled bythe braking mechanism controller, the solenoid proportional controlvalve adjusting a braking force to the wheel.
 34. The traction controldevice according to claim 27, further comprising a transmissioncontroller configured to perform lockup control on the transmission. 35.The traction control device according to claim 34, wherein the lockupcondition of the transmission is transmitted by the transmissioncontroller.
 36. A traction control device of a construction machinecomprising a braking mechanism provided to each of wheels and adifferential adjusting mechanism for adjusting a differential betweenfront and rear wheels, the traction control device controlling thebraking mechanism and the differential adjusting mechanism, the tractioncontrol device comprising: a rotation speed detector that detects arotation speed of each of the wheels; a control-start determiner thatdetermines whether or not to control the braking mechanism and thedifferential adjusting mechanism based on the detected rotation speed ofeach of the wheels; a braking mechanism controller that controls thebraking mechanism based on a result of the determination of thecontrol-start determiner; and a differential adjusting mechanismcontroller that controls the differential adjusting mechanism based onthe result of the determination of the control-start determiner, whereinthe control-start determiner comprises: a right-left-wheel rotationspeed difference calculating section that calculates a rotation speeddifference between right and left wheels; a front-rear-wheel rotationspeed difference calculating section that calculates a rotation speeddifference between the front and rear wheels; and means for determiningwhether or not to start controlling the braking mechanism and thedifferential adjusting mechanism when at least one of the rotation speeddifferences between the right and left wheels and between the front andrear wheels reaches or exceeds a pre-stored predetermined threshold,wherein the means for determining whether or not to start controllingthe braking mechanism and the differential adjusting mechanismdetermines to start controlling the braking mechanism and thedifferential adjusting mechanism when the rotation speed differencebetween the right and left wheels reaches or exceeds theright-left-wheel threshold, and determines to start controlling thedifferential adjusting mechanism when the rotation speed differencebetween the front and rear wheels reaches or exceeds thefront-rear-wheel threshold.